Muffler for automotive engines



- 1,577,626 N. G. WARTH MUFFLER FOR AUTOMATIC ENGINES March 23 1926.

Filed July 5 1922 mvzu'ron NATHANIEL G,.WARTH UNITED STATES PATENT OFFICE.

NATHANIEL G. WARTH, OF GALLEPOLIS, OHIO.

MUFFLER FOR AUTOMOTIVE ENGINES.

Application filed July 5,

To all whom it may concern:

Be it known that I, NATHANIEL G. IVAn'rH, a citizen of the United States, residing at Gallipolis, in the county of Gallia and State of Ohio, have invented a certain new and useful Improvement in Mufiiers for Automotive Engines, of which the following is a s ecification.

he objection to mufllers for motor vehicles as now commonly constructed and used is that by their frictional resistance they create back pressure against the piston of the engine during the exhaust stroke that interferes with the efliciency of the engine, the discharge of the exhaust gases being incomplete and causing a mixture of burnt gas with the succeedinge'xplosive charge. This trouble is accentuated by the inevitable accumulation in course of time of carbon deposits in the mufller and its connections. The aim of my invention is to re lieve to a large extent, if not entirely, the cause of these troubles.

The invention is embodied in the example herein shown and described which I now regard as the preferred form of the invention, the features of novelty being finally claimed.

In the accompanying drawing- Figure 1 is a view in end elevation showing a mufiier with my invention embodied therein. r

Fig. 2 is a vertical central longitudinal sectional view ofFig. 1.

Fig. 3 is an elevation of the discharge or rear end of the mufiler.

Fig. 4 is an elevation of the front end of the mufiler.

Fig. 5 is a detail in elevation of the centrally perforated bafllc, and v Fig. 6 is a similar view of the annularly perforated bafile.

The mufiler body is composed according to a wellknown form of a series of cylindrical sections 7. and 8 all arranged alternately and each having a rabbet-like flange at one end and a diaphragm at its other end, the diaphragm of one set perforated centrally as shown at 7 and the other per .forated in a circle near its rim with a series of holes 8. The central openings 7 stand opposite the solid portions within the annular series of perforations 8 'so that, as well understood, the gases pass obstructedly and generally in waved lines through the mufller as suggested by the ar- 1922. Serial No. 572,801.

rows in Fig. 2. The assembly of sections is provided at its rear end with a closing head 9 having an eccentric discharge pipe 9 while the forward end is provided with a head 10 having a central opening from which projects forwardly a flared or funnel shaped air collecting member 11. The funnel is provided with an inwardly extending stem 12 directed toward the central opening of the first or adjacent baflle 7. Gentrally secured by means of a spider 13 in said head is a tube or pipe 14 for connection at its forward end to the discharge end of a pipe leading from the exhaust manifold of the engine. The two heads 9 and 10 are connected by means of several long bolts 14: passing through the bafile, suitable nuts or other fastenings for the bolts being provided to secure the heads and sections In assembled relation as shown. The muflier as thus constructed is mounted upon the motor vehicle in the usual position. I:

In operation the impulses of the burnt gases enter the muflier through the 'pipe 14 and are projected through the tapered stem 12 into the first chamber and in this passage the gases are accompanied by a large volume of cooling atmospheric air. from. the funnel entrained by the suction dueto the velocity of the entering gases. This forwardlyflared 4 or funnel shaped member 11 insures the continuous collection and concentration into the mufller of a large volume of cooling air especially when the vehicle is in forward motion, the entrance of cooling air being increased in volume by the powerful impulses of the exhausting gases. These impulses also bring about a desirable and timely admixture of the cooling air with the gases.

perature of the gases and consequently of their volume and pressure from what they would normally be in the usual mufller thereby promoting the discharge of the ex-' haust from the manifold which thus takes place at nearly atmospheric pressure'thereby reducing discharge noises. The avoidance of back pressure as efiected by my construction f also, as before indicated, prevents to a large extent, the/admixture of exhaust gases with the explosive fuel in the cylinders of the engine and a consequent better scavenging of the cylinders and manifold. A further advantage of the construction is that in case of back firing within the muflier the explosion is vented at the forward end in adalition to the usual venting at the rear en The forms and arrangement of the parts can be varied without departing from the gist of the invention claimed, for example the funnel may be entirely located within the forward section of the mufller body.

What I claim is:

A mufller for automotive gas engines including, in combination, an elongated coolmg tudinal axis and an outlet at one end, an 1mperforate cylindrical engine exhaust pipe extended into the other end of said chamber axially thereof, a funnel air collector extending externally of the chamber for freely admitting atmospheric air into said chamber, said funnel having its discharge end tapered and extending into the mufiiing chamber substantially beyond the end of the engine exhaust pipe and spaced from and surrounding, the discharge of said engine exhaust pipe whereby the hot exhaust gas as it discharges into said cooling and mufand muffling chamber having a longifling chamber is met with a surrounding condensed flow of cooling air.

NATHANIEL G. WARTH. 

